Governor for marine engines.



J. GoRDoN, T. JACKSON & c. ANDREWS.

GOVERNOR, PQR MARINE EN GINES. APPLIOATIoN'ILED SEPT= 13,1907.

vPatented Apr. 27, 1909 2 SHEETS-SHEET 1.

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GOVERNOR FOR MARINE ENGINES. APPLICATION FILED SEPT. 13,1907.

Patented Apr. 27, 1909.

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'JOHN GORDON, THOMAS JACKSON, AND CHARLES ANDREWS, OF'LONDON, ENGLAND, ASSIGN- ORS TO ANDREWS GOVERNOR PATENTS LIMITED, OFLONDON, ENGLAND, A COMPANY OF-GREAT BRITAIN` AND IRELAND.

GOVERNOR FOR MARINE ENGINES.

Specification of Letters Patent.

Patented April 2'?, 1909.

Application filed September 13,- 1907. Serial No. 392,696.

To all whom it may concern:

Be it known that we, JOHN GORDON,

THOMAs JAoxsoN, and CHARLES ANDREWS, subjects of the King of Great Britain and Ireland, residing at London, England, have invented new and useful Improvements in and Relating to Governors for Marine Engines, of which the following is a specification.

This invention relates to governors for marine engines and hasufor its Object the arrangement and construction of apparatus whereby the combined result of governing the engine on an increase of speed from any cause whatever on the one hand orv from the submergence of the propeller to a more or less extent on the other hand is effected-in a most reliable and simple manner. i

It is found in practice that ships of great length will travel through waves of considerable size on an evenikeel but the depth of the water over the propeller will continuallyvary in passing through such Waves and theresistance to the engine will vary as a consequence.

This invention consists inthe combination of a momentum governor driven by the engine with a gravity governor operated by the motion of the ship about a transverse horizontal axis. l. To carry the invention into `eflect we arrange any form of momentum governor either of the reciprocating or rotary type upon or in connection with the engine so as to be driven thereby and-adapted, to operateV on any excess of speed being attained a control valve for regulating the supply of motive fluid to an operating device for working tlie throttle or other regulating valve. The motive fiuid passes on its passage to the Operating device through an' automatic .by-pass valve which has a doublel duty hereinafter descrlbed. We arrange a moving mass gravity controlled element with valves for exam- Y ple of the type described in the speciiication of United States Letters atent No. 858320 granted to the Andrews Governor Patents, Limited consisting of a pivotedtube containing mercury adapted to operate valves on any given alteration inthe trim of the ship. lWe connect the valves of this device which we term the ',antici ator with the throttle operating device a so throughathe automatic by-pass valve. l Normally the bypass valve is open to the anticipator andy throttle operating device, so that on any alteration in the trim of the ship the anticipator allows the motive i'luid to operate the throttle, while inthe case of a sudden increase of non-anticipated speed, the momentum governor comes into action admits motive fluidto .the automatic by-pass valve, closes the communication ,between the latter and the uanticipator, and opens the communication with the throttle operating device direct. .We may connect the exhaust from the various devices with the condenser not only for the purpose of obtaining a higher effective working pressure but also to save the water resulting from the steam used when steam is the motive fluid utilized.

In order that our invention may be the better understood we will now proceed to describe tlie same in relation to the accompanying drawings reference being had to the letters and iigures marked thereon.

Like letters refer to like parts in the various figures Figure .1 is a general end elevation of a marine engine With our invention applied thereto. Fig. 2 is a part sectional elevation of the gravity governor or lanticipa'toi". Eig. 3 isa view of the momentum governor and its gear. Fig. l is a sectional view of the automatic by-pass valve. Fig. 5 is a detail view of the adjustable reacting spring and safety detent.

To carry the invention into effect we mount upon the crosshead a or other convenient reciprocating part of the engine a momentum governor b consisting of a bar b1 to which is pivoted a rod b2 attached to a Weight b3 and this Weight is pivotally connected by a rod b4 with a sliding sleeve b5 carried by the barr b1 While a spring t attached. to the sleeve b5 at one end and to a 'fixed point on the rbarb1 at the other end enables the eifect of the weight b3 on the sleeve b5 to be modified according to circumstances by varying the tension of the spring t6. Upon the framing of the engine We pivot a rodi)7 of such a length as to allow the` sleeve t? to coact with the said rodfor the whole length of stroke of the engine when the governor is operated on excessive speed being attained.

At the lowerrend ofthe rod t7 a 'fixed stop t8 is arranged on one side and on the other side f an adjustable reacting spring device b9 is pro- CII vided whereby the force against which the sleeve 55 acts can be regulated.

The adjustable reacting spring device 59 consists of a i'iXed support 513 into which is screwed a stem 514 having a hand wheel 515 and through the center of the stem a rod 511 is passed which is hxedly supported in the rod 57. Aspiral spring, 5 17 is wound upon the rod 51 and a nut 518 is threaded upon one end of said rod. The rod 57 carries a spring detent 520 which engages the support 513 on any excessive acceleration of the engine.

In proximity to the rod 57 a valve 510 is arranged and connected to a source oic fluid pressure such as the steam pipe 511, the pressure tending to keep the valve closed. The rod 57 when moved about its pivot against the spring 59 co-acts with the valve 510 and opens it allowing steam to pass to the automatic by-pass valve c by the pipe 512.

The by-pass valve c consists ot a casing c1 containing a piston c2 sliding therein and having three branches c3, c4 and c5. The branch c3 is connected to the pipe' 512 to admit steam under the piston c2. T he piston has a groove c around which communication is made between the branches c4 and c5 and also has a central passage c7 leading to a side passage e8 adapted to communicate with the branch c4 when the piston is forced along by the steam pressure against the pressure of a spring c adjustably supported by an adjustable cover c1". In this latter position of the piston c2 the branch is entirely closed. A pipe c11 preferably of a ieXible character leads from the branch c1 to an oscillating cylinder d mounted on suitable supports d1 on the bulkhead d?l or other convenient iiXed part and the piston rod d is connected by a rod (Z4 with the lever (Z5 of the throttle valve d. The branch c5 of the by-pass valve c is connected by a pipe C12 with the body of the gravity governor or anticipator e which. is supported in any convenient manner upon the bulkhead or other support so that the aXis of the device is parallel to the keel of the ship.

The moving mass gravity governor e consists ol' a valve boX e1 having duplicate valves e2 one being ior head seas and the other l'or stern seas. Each valve e2 can engage an upper valve seat e3 and a lower valve seat et. The upper valve seat e communicates with a space e5 leading to a stop valve e connected with a pipe e7 to the condenser The lower valve seat el is in communication with a stop valve @s connected to the pipe e9 l'rom the steam supply. Upon the upper part ol' the valve box c1 we pivotally mount a tube g upon bearing. pins g1 carried in supports g2. The cradle g3 in which the tube g is supported is capable oi eXpansion and contraction by means of an adjusting screw g4 whereby the g can be adjusted relative to the axis ol' position of the tube lmoveinent to adapt the device Afor head seas or stern seas. The tube g contains mercury or any equivalent mobile body or bodies and when the alteration in the trim ol the ship tilts the tube the resultant movement el' the mercury varies the position and action ol' its weight on the stem ol' the particular valve e2 then in use and l'orces the said valve on its lower seat cf. lhis closure ol' the valve prevents the l'urther passage ol' the live steam until such time as the weight ol' the mercury has been removed by the rcverse inclination ol' the ship by its running to the opposite end ol' the tube g and tilting the latter about its axis. In this case, the live steam passes by the automatic valve c to the cylinder d by the pipe c11 and operates the throttle valve d On the reverse movement ol inclination the mercury resumes its l'ormer position and the tube g closes the valve e2 on the steam valve seating c4 and opens the exhaust valve seating e thus putting the cylinder d in connnunication with the condenser which causes the throttle valve d to open. Adjustable stops e1 are provided on each side to regulate the inclination oll the tube g to the line olI the keel. This anticipatorH therefore controls the speed ol` the engine on any material alteration in the trim o'l' the ship. lhen the engine is accelerated `lrom other causes than the above on the next up-stroke olI the engine j the weight 53 moves relatively downward against thv tension o'll the spring 5 and l'orces the sleeve 55 outward so as to contact with the rod 57. rlhis action causes the rod 57 to turn on its pivot and open the valve 51" admitting live steam to the automatic bypass valve c operating the iiston c`-, cutting oil the connection ol' the cylinder (l with the condenser and admitting` live steam to the said cylinder which closes the throttle valve cl lmmediatcly the speed is reduced (assuming it has not been abnormally excessive so as to cause the spring deten t 52" to act) the rod 57 reverts to its normal position, the valve 510 closes and the automatic by-pass valve is returned by its spring c to its normal position putting the cylinder (l in communication with the condensenf` and opening thc throttle valve (11.

On the under side olI the cylinder d we provide at a convenient point a drain pipe (Z7 which not only enables thc condensed water to escape but also allows the steam to get away when the piston ol' the cylinder (l has traveled along so as to uncover the drain orifice.

Having now described our invention what we claim and desire to secure b v Letters Patent is 1, In a speed governing ap iaratus l'or marine engines, a gravity-controlled tiltable device including` a movable mass, and a valve arranged Vlor operation by said tiltable device and controlling the passage of motive fluid to throttle-operating gear, in combina'- tion with a momentum governor also adapted to control the passage of motive fluid to the throttle-operating gear, and means operated by said governor for cutting out of action the aforesaid valve. y

2. In a speed governing apparatus for marine engines, a means for controlling the supply of power to the engine, a cylinder for o erating said means, a valve for controlling t e passage of motive fluid to said cylinder, a gravity-controlled tiltable device, arranged to operate said valve7 in combination with a momentum governor, and an automatiobypass valve arranged to admit motive fluid to said cylinder and to cut out from action the valve first named and means operated by the said momentum governor for supplying motive fluid to the by-pass valve to operate the latter.

In testimony whereof we have signed our names to this specication in the presence ol' two subscribing witnesses.

\ JOHN GORDON.

THOMAS JACKSON. CHARLES ANDREWS. Witnesses:

CHARLES JOHN ROBERT BALLOUGH, RICHARD A. HOFFMANN. 

